JP2020050249A - Power take-out device - Google Patents

Abstract

To provide a power take-out device that can support various rotation speeds.SOLUTION: A power take-out device 100 takes power out from a drive source 2 to an external installation device 3. The power take-out device 100 includes: a power take-out shaft 36 connected to the installation device 3; and a friction clutch type transmission mechanism part 30 for transmitting power from the drive source 2 to the power take-out shaft 36 by changing gear with a first change gear ratio, a second change gear ratio, and a third change gear ratio that are different from each other.SELECTED DRAWING: Figure 1

Description

  The present disclosure relates to a power take-out device.

  BACKGROUND ART Conventionally, a power take-off device (Power Take Off: hereinafter sometimes referred to as a “PTO device”) for taking out a driving force of an engine to a bodywork device such as a pump is known (for example, see Patent Document 1). . Patent Literature 1 discloses a PTO device that transmits a driving force of an engine to a mounting device via a clutch.

JP 2005001527 A

  By the way, the required number of rotations of the output speed of the PTO device differs depending on the connected equipment. In order to cope with this, conventionally, a PTO device equipped with a speed reducer having a different reduction ratio has been set for each connected body device.

  An object of the present disclosure is to provide a power take-out device capable of coping with various rotation speeds.

  A power take-out device according to an aspect of the present disclosure is a power take-out device that takes out the power of a drive source to an external body device, and a power take-out shaft connected to the body device, and power of the drive source. And a friction clutch-type speed change mechanism that transmits gears at different first, second, and third speed ratios to the power take-off shaft.

  According to the power take-out device of the present disclosure, it is possible to cope with various rotation speeds.

FIG. 1 is a diagram illustrating an example of a power take-out device according to the embodiment. FIG. 2 is a diagram illustrating a PTO first speed state. FIG. 3 is a diagram showing a PTO second speed state. FIG. 4 is a diagram showing a PTO third speed state.

  Hereinafter, embodiments of the present disclosure will be described in detail with reference to the drawings. The embodiment described below is an example, and the present disclosure is not limited to the embodiment.

  First, an overall configuration of a PTO device 100 according to the embodiment will be described with reference to FIG. FIG. 1 is a diagram illustrating an example of a PTO device 100 according to the embodiment. The left side of FIG. 1 is the front side of the PTO device 100, and the right side of FIG.

  The PTO device 100 includes a part of a dual clutch transmission (hereinafter, referred to as “DCT”) 1. The DCT 1 includes a first clutch (an example of a “first friction clutch”) 10 and a second clutch (an example of a “second friction clutch”) 20 connected to the drive source 2, and a transmission mechanism 30. . A traveling drive wheel is connected to an output side of the transmission mechanism 30 via a propeller shaft, a differential, and a drive shaft (not shown) so that power can be transmitted.

  The drive source 2 is, for example, a diesel engine. Note that the drive source 2 may be a gasoline engine, an electric motor, or the like. In the present embodiment, the description will be made on the assumption that the drive source 2 is a diesel engine. In the following description, the drive source 2 is referred to as the engine 2.

  The first clutch 10 is, for example, a hydraulically operated wet multi-plate clutch having a plurality of input-side clutch plates 11 and a plurality of output-side clutch plates 12. The input side clutch plate 11 rotates integrally with the output shaft of the engine 2. The output side clutch plate 12 rotates integrally with the first input shaft 31 of the transmission mechanism 30.

  The first clutch 10 is urged in a disconnecting direction by a return spring (not shown), and the control oil pressure is supplied to a hydraulic oil chamber of the piston (not shown) so that the piston moves and the input side clutch plate is moved. 11 and the output side clutch plate 12 are brought into contact by pressure contact. When the first clutch 10 is brought into contact, the power of the engine 2 is transmitted to the first input shaft 31. The connection / disconnection of the first clutch 10 is controlled by the control device 40.

  The second clutch 20 is provided on the outer peripheral side of the first clutch 10. In the present embodiment, the case where the second clutch 20 is provided on the outer peripheral side of the first clutch 10 will be described as an example. However, the arrangement relationship between the first clutch 10 and the second clutch 20 is not limited to this. Not limited. For example, the second clutch 20 may be arranged on the front side or the rear side of the first clutch 10.

  The second clutch 20 is, for example, a hydraulically operated wet multi-plate clutch having a plurality of input-side clutch plates 21 and a plurality of output-side clutch plates 22. The input clutch plate 21 rotates integrally with the output shaft of the engine 2. The output side clutch plate 22 rotates integrally with the second input shaft 32 of the transmission mechanism 30.

  The second clutch 20 is urged in a disconnecting direction by a return spring (not shown), and the control oil pressure is supplied to a hydraulic oil chamber of the piston (not shown) so that the piston moves and the input side clutch plate is moved. 21 and the output side clutch plate 22 are brought into contact by pressing. When the second clutch 20 is engaged, the power of the engine 2 is transmitted to the second input shaft 32. The connection / disconnection of the second clutch 20 is controlled by the control device 40.

  The transmission mechanism 30 includes a first input shaft 31 connected to the output side of the first clutch 10 and a second input shaft 32 connected to the output side of the second clutch 20. Further, the transmission mechanism 30 includes an inner counter shaft 33 (an example of a “second counter shaft”) and an outer counter shaft 34 (“a first counter shaft”) that are arranged in parallel with the first input shaft 31 and the second input shaft 32. "). Further, the transmission mechanism 30 includes an output shaft 35 arranged coaxially with the first input shaft 31 and the second input shaft 32.

  The first input shaft 31 is supported by a transmission case (not shown) via a bearing (not shown). A second input gear 52a functioning as a reverse gear is fixed to an intermediate portion of the first input shaft 31 in the front-rear direction. A first synchro hub 61a of a first synchro mechanism 61 (described later) is fixed to a rear side of the second input gear 52a.

  A third input gear 53a is provided adjacent to the front side of the first synchro hub 61a so as to be rotatable relative to the first input shaft 31. A fourth input gear 54a is provided adjacent to the rear side of the first synchro hub 61a so as to be rotatable relative to the first input shaft 31.

  The second input shaft 32 is a hollow shaft through which the first input shaft 31 is inserted, and is rotatably supported by the first input shaft 31 via a bearing (not shown). A first input gear 51a is fixed to a rear end of the second input shaft 32. The first input gear 51a is arranged on the front side of the second input gear 52a.

  The inner counter shaft 33 is supported by a transmission case via a bearing (not shown). A first counter gear 51b, a third synchronizing hub 63a of a third synchronizing mechanism 63 (described later), a sixth counter gear 56b, and a seventh counter gear 57b are fixed to the inner counter shaft 33 in this order from the front side.

  The first counter gear 51b is always meshed with the first input gear 51a. A first gear train 51 is constituted by the first input gear 51a and the first counter gear 51b.

  A second counter gear 52b is provided adjacent to the front side of the third synchronization mechanism 63 so as to be rotatable relative to the inner counter shaft 33. The second counter gear 52b is always meshed with the second input gear 52a via the reverse idler gear 52c. The reverse gear train 52 is configured by the second input gear 52a, the reverse idler gear 52c, and the second counter gear 52b.

  The outer counter shaft 34 is disposed adjacent to the rear side of the third synchronization mechanism 63. The outer counter shaft 34 is a hollow shaft through which the inner counter shaft 33 is inserted, and is rotatably supported by the inner counter shaft 33 via a bearing (not shown). A third counter gear 53b is fixed to the front of the outer counter shaft 34. The third counter gear 53b is always meshed with the third input gear 53a. The third input gear 53a and the third counter gear 53b form a second gear train 53.

  A fourth counter gear 54b is fixed to the outer counter shaft 34 behind the third counter gear 53b. The fourth counter gear 54b is always meshed with a fourth input gear 54a and a PTO gear 54c (described later). A third gear train 54 is constituted by the fourth input gear 54a and the fourth counter gear 54b. The reduction ratio of the second gear train 53 is smaller than the reduction ratio of the third gear train 54. A fifth counter gear 55b is fixed to a rear end of the outer counter shaft 34.

  A power take-off shaft (hereinafter sometimes referred to as a “PTO shaft”) 36 is supported by a transmission case via a bearing (not shown). The PTO shaft 36 is arranged in parallel with the inner counter shaft 33 and the outer counter shaft 34. The above-mentioned PTO gear 54c is fixed to the front end of the PTO shaft 36.

  At the rear end of the PTO shaft 36, an input side of a PTO clutch 70 is provided, and at the output side of the PTO clutch 70, a PTO output shaft 37 is provided. The PTO output shaft 37 is connected to an external mounting device 3 such as a pump.

  In the present embodiment, an example is described in which the PTO gear 54c meshes with the fourth counter gear 54b, but the present invention is not limited to this. Where the PTO shaft can be connected to the inner counter shaft 33 or the outer counter shaft 34 so that power can be transmitted, where the PTO gear is provided can be appropriately selected. Further, in the present embodiment, an example in which the PTO gear is always meshed will be described, but the present invention is not limited to this. A selective meshing type that meshes the PTO gear 54c with the fourth counter gear 54b only during the PTO operation may be used.

  For example, the PTO gear may mesh with the first counter gear 51b, the sixth counter gear 56b, or the seventh counter gear 57b fixed to the inner counter shaft 33. Further, the PTO shaft may be directly connected to the inner counter shaft 33.

  Further, for example, the PTO gear may be engaged with the third counter gear 53b or the fifth counter gear 55b fixed to the outer counter shaft 34. Further, the PTO shaft may be directly connected to the outer counter shaft 34.

  The output shaft 35 is supported by a transmission case via a bearing (not shown). A second synchro hub 62a of a second synchro mechanism 62 (described later) is fixed to the front end of the output shaft 35. A fourth synchro hub 64a of a fourth synchro mechanism 64 (described later) is fixed to the output shaft 35 behind the second synchro hub 62a.

  A first output gear 55a is provided adjacent to the rear side of the second synchro hub 62a so as to be relatively rotatable with respect to the output shaft 35. The first output gear 55a is always meshed with the fifth counter gear 55b. The first output gear 55a and the fifth counter gear 55b form a fourth gear train 55.

  The second output gear 56a is provided adjacent to the front side of the fourth synchro hub 64a so as to be rotatable relative to the output shaft 35. The second output gear 56a is always meshed with the sixth counter gear 56b. The second output gear 56a and the sixth counter gear 56b form a fifth gear train 56.

  A third output gear 57a is provided adjacent to the rear side of the fourth synchro hub 64a so as to be rotatable relative to the output shaft 35. The third output gear 57a is always meshed with the seventh counter gear 57b. A sixth gear train 57 is constituted by the third output gear 57a and the seventh counter gear 57b.

  The transmission mechanism section 30 includes a first synchronization mechanism 61, a second synchronization mechanism 62, a third synchronization mechanism 63, and a fourth synchronization mechanism 64.

  The first synchronization mechanism 61 includes a first synchronization hub 61a, a first synchronization sleeve 61b, a first dog gear 61c, and a second dog gear 61d. The first sync hub 61a is fixed to the first input shaft 31, as described above. The first synchro hub 61a, the first synchro sleeve 61b, and the second dog gear 61d form a first power intermittent mechanism. The first synchro hub 61a, the first synchro sleeve 61b, and the first dog gear 61c constitute a third power intermittent mechanism.

  The first synchro sleeve 61b is provided so as to surround the first synchro hub 61a. The first synchro sleeve 61b has spline internal teeth that engage with spline external teeth of the first synchro hub 61a. The first synchro sleeve 61b rotates integrally with the first synchro hub 61a and is movable in the front-rear direction with respect to the first synchro hub 61a.

  The first dog gear 61c is provided integrally on the rear side of the third input gear 53a. The second dog gear 61d is provided integrally on the front side of the fourth input gear 54a. A synchronizer ring (not shown) is provided between the first sync hub 61a and the first dog gear 61c and the second dog gear 61d. The spline internal teeth of the first synchro sleeve 61b can be selectively engaged with the spline external teeth of the first dog gear 61c and the second dog gear 61d.

  The first synchronization mechanism 61 is configured such that the first synchronization shaft 61b is moved by a shift fork (not shown) and is engaged with the first dog gear 61c or the second dog gear 61d, so that the first input shaft 31 and the third input gear 31 are engaged. 53a or the fourth input gear 54a is selectively synchronously coupled. The operation of the first synchro sleeve 61b is controlled by the control device 40.

  The second synchronization mechanism 62 includes a second synchronization hub 62a, a second synchronization sleeve 62b, a third dog gear 62c, and a fourth dog gear 62d. The second synchro hub 62a is fixed to the output shaft 35 as described above. The fifth synchro hub 62a, the second synchro sleeve 62b, and the fourth dog gear 62d form a fifth power intermittent mechanism.

  The second synchro sleeve 62b is provided so as to surround the second synchro hub 62a. The second synchro sleeve 62b has spline internal teeth which engage with spline external teeth of the second synchro hub 62a. The second synchro sleeve 62b rotates integrally with the second synchro hub 62a and is movable in the front-rear direction with respect to the second synchro hub 62a.

  The third dog gear 62c is provided integrally with the rear end of the first input shaft 31. The fourth dog gear 62d is provided integrally on the front side of the first output gear 55a. A synchronizer ring (not shown) is provided between the second synchronizing hub 62a and the third dog gear 62c and the fourth dog gear 62d. The spline internal teeth of the second synchro sleeve 62b can be selectively engaged with the spline external teeth of the third dog gear 62c and the fourth dog gear 62d.

  The second synchronization mechanism 62 is configured such that the second synchronization sleeve 62b is moved by a shift fork (not shown) and engages with the third dog gear 62c or the fourth dog gear 62d, so that the output shaft 35 and the first input shaft 31 or The first output gear 55a is selectively synchronously coupled with the first output gear 55a. The operation of the second synchro sleeve 62b is controlled by the control device 40.

  The third synchronization mechanism 63 includes a third synchronization hub 63a, a third synchronization sleeve 63b, a fifth dog gear 63c, and a sixth dog gear 63d. The third synchro hub 63a is fixed to the inner counter shaft 33 as described above. Note that the third synchro hub 63a, the third synchro sleeve 63b, and the sixth dog gear 63d constitute a second power intermittent mechanism.

  The third synchro sleeve 63b is provided so as to surround the third synchro hub 63a. The third synchro sleeve 63b has internal spline teeth that engage with external spline teeth of the third sync hub 63a. The third synchro sleeve 63b rotates integrally with the third synchro hub 63a and is movable in the front-rear direction with respect to the third synchro hub 63a.

  The fifth dog gear 63c is provided integrally on the rear side of the second counter gear 52b. The sixth dog gear 63d is provided integrally with the front end of the outer counter shaft 34. A synchronizer ring (not shown) is provided between the third synchronizing hub 63a and the fifth dog gear 63c and the sixth dog gear 63d. The spline internal teeth of the third synchro sleeve 63b can be selectively engaged with the spline external teeth of the fifth dog gear 63c and the sixth dog gear 63d.

  The third synchronization mechanism 63 is configured such that the third synchronization sleeve 63b is moved by a shift fork (not shown) and engages with the fifth dog gear 63c or the sixth dog gear 63d, so that the inner counter shaft 33 and the second counter gear 52b are engaged. Alternatively, it is selectively synchronously coupled with the outer counter shaft 34. The operation of the third synchro sleeve 63b is controlled by the control device 40.

  The fourth synchronization mechanism 64 includes a fourth synchronization hub 64a, a fourth synchronization sleeve 64b, a seventh dog gear 64c, and an eighth dog gear 64d. The fourth sync hub 64a is fixed to the output shaft 35 as described above. The fourth synchro hub 64a, the fourth synchro sleeve 64b, and the seventh dog gear 64c or the eighth dog gear 64d form a fourth power intermittent mechanism.

  The fourth synchro sleeve 64b is provided so as to surround the fourth synchro hub 64a. The fourth synchro sleeve 64b has internal spline teeth that engage with external spline teeth of the fourth sync hub 64a. The fourth synchro sleeve 64b rotates integrally with the fourth synchro hub 64a and is movable in the front-rear direction with respect to the fourth synchro hub 64a.

  The seventh dog gear 64c is provided integrally on the rear side of the second output gear 56a. The eighth dog gear 64d is provided integrally on the front side of the third output gear 57a. A synchronizer ring (not shown) is provided between the fourth synchronization hub 64a and the seventh dog gear 64c and the eighth dog gear 64d. The spline internal teeth of the fourth synchro sleeve 64b can selectively engage with the spline external teeth of the seventh dog gear 64c and the eighth dog gear 64d.

  The fourth synchronization mechanism 64 is configured such that the fourth synchronization sleeve 64b is moved by a shift fork (not shown) and engages with the seventh dog gear 64c or the eighth dog gear 64d, so that the output shaft 35 and the second output gear 56a or The third output gear 57a is selectively and synchronously coupled. The operation of the fourth synchro sleeve 64b is controlled by the control device 40.

  The control device 40 performs various controls such as connection / disconnection control of the first clutch 10, connection / disconnection control of the second clutch 20, and shift control of the transmission mechanism 30. The control device 40 includes, for example, hardware such as a CPU (Central Processing Unit), a ROM (Read Only Memory), and a RAM (Random Access Memory). Each function of the control device 40 described below is realized by the CPU executing a computer program read from the ROM on the RAM.

  Next, a power transmission path at the time of power take-out will be described with reference to FIGS.

  FIG. 2 shows a PTO first speed power transmission path. In the first PTO speed, the first clutch 10 is engaged, the first synchronization mechanism 61 is at the rear position, the second synchronization mechanism 62 is at the neutral position, the third synchronization mechanism 63 is at the rear position, and the fourth The synchronization mechanism 64 is set to the neutral position.

  The power of the engine 2 is transmitted to the first clutch 10, the first input shaft 31, the first synchronizing mechanism 61, the fourth input gear 54a, the fourth counter gear 54b, the PTO gear 54c, and the PTO shaft 36. The power of the engine 2 is not transmitted to the output shaft 35.

  Although the third synchronization mechanism 63 may be at the front position or the neutral position, the inner counter shaft 33 and the outer counter shaft 34 can be integrally rotated by setting the third synchronization mechanism 63 at the rear position. Thereby, damage to the bearing due to relative rotation between the inner counter shaft 33 and the outer counter shaft 34 can be suitably suppressed.

  Further, since the third synchronizing mechanism 63 is located at the rear position in the second PTO speed, the third synchronizing mechanism 63 is rearwardly moved in the first PTO speed in order to reduce the time required for switching from the first PTO speed to the second PTO speed. It is preferable to set the position.

  FIG. 3 shows a PTO second speed power transmission path. At the second PTO speed, the second clutch 20 is engaged, the second synchronization mechanism 62 is at the neutral position, the third synchronization mechanism 63 is at the rear position, and the fourth synchronization mechanism 64 is at the neutral position.

  Note that the first synchronization mechanism 61 may be at any of the front position, the neutral position, and the rear position, but FIG. 3 shows a state immediately after the shift from the first PTO speed to the second PTO speed. 61 is a rear position. When the PTO 2nd speed is continued for a long time, the first synchronization mechanism 61 may be set to the neutral position to reduce the load.

  The power of the engine 2 is supplied from the second clutch 20 → the second input shaft 32 → the first input gear 51a → the first counter gear 51b → the inner counter shaft 33 → the third synchronizing mechanism 63 → the outer counter shaft 34 → the fourth counter gear 54b. → PTO gear 54c → PTO shaft 36 is transmitted. The power of the engine 2 is not transmitted to the output shaft 35.

  FIG. 4 shows a power transmission path of the third-speed PTO. In the third PTO speed, the first clutch 10 is engaged, the first synchronization mechanism 61 is at the front position, the second synchronization mechanism 62 is at the neutral position, the third synchronization mechanism 63 is at the rear position, and the fourth The synchronization mechanism 64 is set to the neutral position.

  The power of the engine 2 is supplied from the first clutch 10 → the first input shaft 31 → the first synchronizing mechanism 61 → the third input gear 53a → the third counter gear 53b → the outer counter shaft 34 → the fourth counter gear 54b → the PTO gear 54c → It is transmitted to the PTO shaft 36. The power of the engine 2 is not transmitted to the output shaft 35.

  The third synchronizing mechanism 63 may be at the front position or the neutral position. However, similar to the first PTO speed, the third synchronizing mechanism 63 is set at the rear position, so that the inner counter shaft 33 and the outer counter shaft 34 are connected. Can be rotated together. Thereby, damage to the bearing due to relative rotation between the inner counter shaft 33 and the outer counter shaft 34 can be suitably suppressed.

  Further, since the third synchronizing mechanism 63 is located at the rear position in the second PTO speed, the third synchronizing mechanism 63 is rearwardly shifted in the third PTO speed in order to reduce the time required for switching from the third PTO speed to the second PTO speed. It is preferable to set the position.

  Switching from the first PTO speed to the second PTO speed is performed, for example, as follows. The control device 40 performs a so-called clutch-to-clutch shift in which the second clutch 20 is engaged while the first clutch 10 is disengaged while the power is being transmitted from the engine 2 to the mounting device 3 at the first PTO speed. Let it do.

  As a result, it is possible to switch from the first PTO speed to the second PTO speed without interrupting power transmission from the engine 2 to the bodywork device 3 and without generating a large shift shock.

  After the switching from the first PTO speed to the second PTO speed, the further switching to the third PTO speed is performed, for example, as follows. The control device 40 moves the first synchronization mechanism 61 from the rear position to the front position in a state where the power is transmitted from the engine 2 to the mounting device 3 at the second speed of the PTO. Thereafter, a so-called clutch-to-clutch shift is performed in which the first clutch 10 is engaged while the second clutch 20 is released.

  As a result, it is possible to switch from the second PTO speed to the third PTO speed without interrupting power transmission from the engine 2 to the bodywork device 3 and without generating a large shift shock. When switching to the first PTO speed after switching from the first PTO speed to the second PTO speed, the first clutch 10 is released while releasing the second clutch 20 with the first synchronization mechanism 61 in the rear position. Should be engaged.

  Switching from the third PTO speed to the second PTO speed is performed, for example, as follows. The control device 40 performs a so-called clutch-to-clutch shift in which the first clutch 10 is disengaged and the second clutch 20 is engaged in a state where the power of the bodyworking device 3 is transmitted from the engine 2 at the third PTO speed. Let

  As a result, it is possible to switch from the third PTO speed to the second PTO speed without interrupting power transmission from the engine 2 to the bodywork device 3 and without generating a large shift shock.

  After switching from the third PTO speed to the second PTO speed, the further switching to the first PTO speed is performed, for example, as follows. The control device 40 moves the first synchronizing mechanism 61 from the front position to the rear position while power is being transmitted from the engine 2 to the mounting device 3 at the second PTO speed. Thereafter, a so-called clutch-to-clutch shift is performed in which the first clutch 10 is engaged while the second clutch 20 is released.

  As a result, it is possible to switch from the second PTO speed to the first PTO speed without interrupting power transmission from the engine 2 to the bodywork device 3 and without generating a large shift shock. When switching to the third PTO speed after switching from the third PTO speed to the second PTO speed, the first clutch 10 is released while releasing the second clutch 20 with the first synchronizing mechanism 61 in the front position. Should be engaged.

  As described above, according to the present embodiment, the power take-out device 100 provides the PTO shaft 36 connected to the body mounting device 3 and the power of the engine 2 with different PTO first speed, PTO second speed and PTO speed. And a friction clutch type speed change mechanism 30 for shifting the speed at the third speed and transmitting the speed to the PTO shaft 36.

  Therefore, by properly using the first PTO speed, the second PTO speed, and the third PTO speed, it is possible to cope with various rotation speeds supplied from the body mounting device side.

  According to the power take-out device according to the present embodiment, the number of rotations of the engine can be switched from three stages and taken out of the body mounting device, and the following effects can be further obtained.

  According to the power take-out device according to the present embodiment, a single power take-out device can cope with a plurality of bodywork devices that require different rotation speeds. As a result, there is no need to set a PTO device equipped with a speed reducer having a different reduction ratio for each bodywork device to be connected.

  Further, according to the power take-out device according to the present embodiment, even when the rotation speed required by the body mount device is changed during power take-out to the body mount device, the power take-out device remains in the power transmission state. It is possible to correspond to the number of rotations required on the mounting device side.

  In particular, according to the power take-out device according to the present embodiment, by switching between the first PTO speed, the second PTO speed, and the third PTO speed while keeping the rotation speed of the engine constant, torque is not cut off, and It is possible to cope with the number of rotations required on the bodywork device side without generating a large shift shock.

  Thus, even when the body device requires high rotation, it is possible to cope with the rotation speed required by the body device without setting the engine to high speed. Therefore, engine noise can be reduced.

  In the present embodiment, the transmission mechanism 30 includes a first input shaft 31 connected to the engine 2 via the first clutch 10 and a second input shaft connected to the engine 2 via the second clutch 20. 32, an outer counter shaft 34 disposed in parallel with the first input shaft 31, and a second power transmission and cutoff device for transmitting and shutting off power at the first or third PTO speed from the first input shaft 31 to the outer counter shaft 34. A synchronous mechanism 61, and an inner counter shaft 33 arranged in parallel with the second input shaft 32 and receiving power from the second input shaft 32 at the second PTO speed. 33 and the outer counter shaft 34.

  Therefore, three-stage switching without running out of torque can be realized by using two friction clutches.

  Further, in the present embodiment, the inner counter shaft 33 and the outer counter shaft 34 are arranged coaxially, and the transmission mechanism 30 performs the third power transmission and cutoff between the inner counter shaft 33 and the outer counter shaft 34. A synchronization mechanism 63 is further provided.

  Accordingly, it is not necessary to connect the inner counter shaft 33 and the outer counter shaft 34 to the PTO shaft 36, and the inner counter shaft 33 or the outer counter shaft 34 and the PTO shaft 36 may be connected. Increase in size can be suppressed.

  In the present embodiment, the power take-out device 100 further includes a control device 40 that controls the first clutch 10, the second clutch 20, and the transmission mechanism 30.

  Therefore, switching between the first PTO speed, the second PTO speed, and the third PTO speed can be appropriately performed using the control device 40.

  Further, in the present embodiment, the control device 40 engages the second clutch 20 while disengaging the first clutch 10 in a state where power is transmitted at the first PTO speed, so that the PTO first speed Switching to PTO 2nd speed is performed. Further, in the state where power is transmitted at the second PTO speed, the first synchronizing mechanism performs first gear disengagement of the PTO and third gear engagement of the PTO, and then releases the second clutch 20 while releasing the second clutch 20. By engaging one clutch 10, switching from the second speed ratio to the third speed ratio is performed.

  As a result, it is possible to switch from the first PTO speed to the third PTO speed using the two clutches and the mechanical power interrupting mechanism without torque loss and without generating a large shift shock. it can. The same applies to switching from the third PTO speed to the first PTO speed.

  Further, in the present embodiment, the transmission mechanism unit 30 is disposed in parallel with the inner counter shaft 33 and the outer counter shaft 34, and is connected to the output shaft 35 connected to the traveling drive wheels. The control device 40 includes a second synchronizing mechanism 62 for transmitting and shutting off power, and a fourth synchronizing mechanism 64 for transmitting and shutting off power from the inner counter shaft 33 to the output shaft 35. During the removal, the second synchronization mechanism 62 and the fourth synchronization mechanism 64 are set to the neutral position.

  Thus, power can be taken out to the body mounting device using the transmission mechanism that transmits power to the traveling drive wheels. Further, it is possible to suitably prevent the power of the engine from being transmitted to the traveling drive wheels during the power take-out to the bodywork device.

  Although the embodiments of the present disclosure have been described above, the present disclosure is not limited to the above-described embodiments, and can be appropriately modified and implemented without departing from the spirit of the present disclosure.

  In the above embodiment, the DCT has been described as an example of the transmission, but the transmission is not limited to this, and any transmission that can perform three or more speed changes using a friction clutch may be used.

  Further, in the above-described embodiment, the description has been made by taking the wet multi-plate clutch as an example of the friction clutch. However, the present invention is not limited to this. The friction clutch may be a single or double disc clutch or a dry clutch.

  Further, in the above-described embodiment, an example in which the PTO clutch is provided between the PTO shaft and the PTO output shaft has been described. However, the present invention is not limited to this. It may be connected to the PTO shaft.

  Further, in the above-described embodiment, an example has been described in which the inner counter shaft and the outer counter shaft are connected during power take-out, but the present invention is not limited to this. For example, when power is taken out to the bodywork device while being fixed at the PTO first speed or the PTO third speed, the inner counter shaft and the outer counter shaft need not be connected. In this way, the driving load can be reduced.

  According to the power take-out device of the present disclosure, it is possible to cope with various rotation speeds, and industrial applicability is enormous.

1 Dual clutch transmission (DCT)
2 Drive source (engine)
Reference Signs List 3 body mounting device 10 first clutch 11 input-side clutch plate 12 output-side clutch plate 20 second clutch 21 input-side clutch plate 22 output-side clutch plate 30 transmission mechanism unit 31 first input shaft 32 second input shaft 33 inner counter shaft 34 Outer counter shaft 35 Output shaft 36 Power take-out shaft (PTO shaft)
37 PTO output shaft 40 controller 51 first gear train 51a first input gear 51b first counter gear 52 reverse gear train 52a second input gear 52b second counter gear 52c reverse idler gear 53 second gear train 53a third input gear 53b Third counter gear 54 Third gear train 54a Fourth input gear 54b Fourth counter gear 54c PTO gear 55 Fourth gear train 55a First output gear 55b Fifth counter gear 56 Fifth gear train 56a Second output gear 56b Six counter gear 57 Sixth gear train 57a Third output gear 57b Seventh counter gear 61 First synchro mechanism 61a First synchro hub 61b First synchro sleeve 61c First dog gear 61d Second dog gear 62 Second synchro mechanism
62a Second synchro hub 62b Second synchro sleeve 62c Third dog gear 62d Fourth dog gear 63 Third synchro mechanism 63a Third synchro hub 63b Third synchro sleeve 63c Fifth dog gear 63d Sixth dog gear 64 Fourth synchro mechanism 64a Fourth synchro Hub 64b Fourth synchro sleeve 64c Seventh dog gear 64d Eighth dog gear 70 PTO clutch 100 Power take-out device (PTO device)

Claims (8)

A power take-out device that takes out the power of the drive source to an external mounting device,
A power take-off shaft connected to the bodywork device,
A friction clutch type speed change mechanism for shifting the power of the drive source at a first speed ratio, a second speed ratio, and a third speed ratio different from each other and transmitting the speed to the power take-off shaft.
Power take-out device. The transmission mechanism section includes:
A first input shaft connected to the drive source via a first friction clutch,
A second input shaft connected to the drive source via a second friction clutch,
A first counter axis arranged in parallel with the first input axis;
A mechanical first power intermittent mechanism for transmitting and disconnecting power at the first speed ratio from the first input shaft to the first counter shaft;
A mechanical third power intermittent mechanism for transmitting and shutting off power at the third speed ratio from the first input shaft to the first counter shaft;
A second counter shaft disposed in parallel with the second input shaft and transmitting power from the second input shaft at the second speed ratio;
The power take-off shaft is connected to the first counter shaft and the second counter shaft.
The power take-out device according to claim 1. The first counter axis and the second counter axis are coaxially arranged,
The transmission mechanism unit further includes a mechanical second power intermittent mechanism that performs power transmission and cutoff between the first counter shaft and the second counter shaft.
The power take-out device according to claim 2. A control device for controlling the first friction clutch, the second friction clutch, the first power disconnection mechanism, the second power disconnection mechanism, and the third power disconnection mechanism,
The power take-out device according to claim 3. The control device is configured to engage the second friction clutch while releasing the first friction clutch in a state where power is transmitted at the first speed ratio. Switch to the gear ratio,
The power take-out device according to claim 4. The control device may further include, in a state where power is being transmitted at the second speed change ratio, after setting the first power interrupting mechanism to a power transmission interrupting state and setting the third power interrupting mechanism to a power transmitting state, By switching the second speed ratio to the third speed ratio by engaging the first friction clutch while releasing the second friction clutch,
The power take-out device according to claim 5. In the state where power is being transmitted at the second speed ratio, the control device engages the first friction clutch while releasing the second friction clutch. Switch to the gear ratio,
The power take-out device according to claim 4. An output shaft arranged in parallel with the first counter shaft and the second counter shaft and connected to a traveling drive wheel;
A mechanical fourth power intermittent mechanism for transmitting and disconnecting power from the first counter shaft to the output shaft;
A mechanical fifth power intermittent mechanism for transmitting and shutting off power from the second counter shaft to the output shaft,
The control device sets the fourth power interrupting mechanism and the fifth power interrupting mechanism to a power transmission cutoff state during power extraction to the bodywork device.
The power take-out device according to any one of claims 2 to 7.

Images